Train-pipe valve.



E. E. GOLD.

TRAIN PIPE VALVE.

APPLICATION FILED DEc.2|.19|1.

Patented Aug. 13, 1918.

A 7 gt: 9

INVENTOR WITNESS; By Attorneys,

TED. T TES TENT OFFER EDWARD E. com); on NEW YORK, 1v. Y.,

ASSIGNbR ro eoLn cAB, HEATING a nrerrrnve' comm, on NEW YORK, n, A cor ron 'rron on NEW YORK.

TRAIN-PIPE VALVE.

Specification of Letters Patent. Patented 13 1918 Application filed December 21,1917. Serial Not 308,316.

To all whom it may concern:

Be it knownthat I, EDWARD E. GOLD, a citizen of the United States of America, residing in the borough of Manhattan, city, county, and State of New York, have invented certain new and useful Improvements in Train-Pipe Valves, of which the following is a specification. i

This invention relates to an end valve for train-pipes in railway car heating systems, the purpose of such valves being to close off the train-pipe at the rear of the last car of the train.

My invention relates to train-pipe valves of the type comprising a shell or valve casing adapted for connection to the train-pipe and having an internal ,seat' and a plunger movable in the shell to close against such.

seat in one position, or in its opposite position to be withdrawn therefrom to leave a clear way through the valve. When such valves are used as end train-pipe valves the seat communicates with an outlet passage adapted for connection to the nipple carrying the steam coupled hose. Such end valves are sometimes provided with a restricted drip outlet or bleeder port for blowing off steam and condensation from the rear of the train-pipe, such orifice being closed when the main valve is open, andvice versa.

vTrain-pipe valves of the character described are set forth in the following prior patents granted to me, upon which the present invention constitutes a further improvement: I

7 No. 498,545, of May 3, 1893' No. 585,383, of June 29, 189 7;

No. 756,492, of April 5, 1904;

N 0. 806,970, of December 12, 1905.

Such train-pipe valves have been sometimes applied at the middle of the car where.

the branch pipes lead-from the train-pipe to enter the car; and in'other cases have been applied at the ends of the train-pipe where it connects with the hose.

The present invention is; designed to improve the construction of the train-pipe valve to facilitate getting access to the internal plunger and its removal forrepacking, and to provide a convenient construction of adjustable drip outlet orobleeder. Formerly itiwas necessary, in order to remove the plunger, to take off a cap closing thetop of the valve shell, and after lifting outthe plungerroperating stem to then lift the plunger out the top opening;

or else to disconnecttthepipe-or hose connection, or, other words, to. remove the train-pipe valve from its connection-with the pipe or fittings onone or both'ends and then withdraw the plunger throughthe end opening thus provided. According to the presentinvention the plunger, instead of moving in line with the steam pipe, moves in a plunger chamber'which is out of'line therewith and preferably transverse there to, and the shell has an opening inline with the plunger sufliciently large to withdraw the plungerendwise through such opening, acap being provided for closing the opening when. the plunger is. in place.- This cap is utilized to form a seat against which the plunger seats when the valve is wide open, whereby to shut off communication between the interior of the shell and a drip outlet or bleeder orifice which'is most conveniently applied to such cap. For adjusting the outblow through thisbleeder orifice in the valve at the end of'th'e train, an adjusting screw forminga needle valve is provided. valve shell is formedwith an outlet beyond its normal seat which is curvedlaterally or downwardly andterminates preferably in an oblique connection for the direct, attachment thereto of the hose nipple, thus avoiding the necessity of interposing'a skewed outlet elbow such as has heretofore been commonly used,

. The preferred embodiment of the inventionv is shown in the accompanying drawings, in which-, 1 e

Figure 1' is a vertical section ina plane transverse to the carand looking from the end of the cartoward the middle thereof, thessection being inthe plane of the line 1-1 in Fig. 3.

Fig. 2 is a vertical section in plane parallel with and nearly coincident with the axis of the train-pipe, as indicated by line 1 FigI 3 is a. horizontal section in the planes of the lines 3e3in Figs. 1 and 2;

F'g. 4 is 'a plan showing the'valve shell and train-pipe and=hose connectionson a reduced scale, the cap and plunger being removed. 1 1

.The end valve isv shown closed-inFigs. 1 and 2, andopen in Fig.3 7

---In the drawings, A is apportion of the train-pipe extending longitudinally of-a car. 7

' top opening thus provided.

B is, as a Whole, the end train-pipe valve, and C is the hose, The valve B comprises a shellbr casingD' haviiig'alcapdil, and'an inclosed lunger-F movable iii sachets-11' and an operating stein G for actuating the-:plun

ger. The shell]) comprises a neck a and V V shell D, sothat if the shell 1s made of iron boss-b forminga-train-pipe; connection, the train 'pipebeing screwed or otherwlse o1ned to such boss; a plunger chaniberWin which the plunger F may move; an outlet passage t'erifiinatingin aboss'fi faste -11ers tion With the hose *nipplefand "a valveseat -interwening"between amid tl so that' ivh'en the plunger is closeda'gainst 'fthis 3 seat the valve i'ssl'iutf 'Thkiap closes an opening it in the 'e'nd of the plunger ehmater oppe .ing bei'ng jnrgeenoug-h to perms the plungel to pass freely out though s. The cap preferablyscre\v's"intothis opening; 'as

sho\vi1.""The capis forin'ed ivith a seat 5 against which tl1e plung'er closes-"u' hen the valveis open "(see Figz 3 WVlie nthe valve is shut (Fig. *1 ther'e is free eommmntauan between the neck 1 a and the space Within the seat-t, from which space lealsthe drip'outthe'cap'. One'of these" holes' is coun'terboi eil and threaded to receive an achustm screw 70, the "inner end or which entrsinto the drip 'orific'e "and may more or lessiclos'e' it in orderto tJd uSt the area of thi's orifi'ce and regulate the rate at whi'clnstealniind constem "29 entering aguiding recessw in the outlet endbl the shell *vvhich inclosesthe ctirve'chpassagle ii, and the "steinjq' entering a recess 8 in the cap.

For operatingthe plu irger'the 'us a'l' stem G is provided; "having eccentric t'"vvhich engagesa recess' in the plunger in the' u'su'al Way. The stem G is seated at its l owerfen'd in a step socket-e, -and" its flipper portion passes out'thro'ug'hfa removable packing cap H carfyi'ng a gla 1'1d- I of usual construction so that on unscrewing I and ramming the cap H the stem ihay be litted out through the W hn theta-Ive as; arranged Withfit's "stem "G vertical, as shmmythis bein gthe usuai-l arrah'ger r r'entgit is conhn on to pl 'ovide' aii exfloor and operated from Within the car; the

"beneath the car.

Itispreferable, but not essential to forin the seat 9 as a bushing screwed into the stems '79 Q, of brass or other non-rusting menuso that it is guaaaeci iagai iist"Work ing loose, aprotecting nut' ib provided which serve'sb othas a look aural-1d shield'. It is preferably l orlned as a c'ap fi'ut." 'To adjust the screw-7tthe'nut w is removed and after the adjustment is re laee'd ahd'tightenedi" The ini 'arox ed *train pipe Waive thus described is very'bonveniehtfcompabt" and 1hexpensive, and affords advantages not heretot'ore realiz'edj. Since-the plunger-is readily accessible by liiti l'lg but the "valve stem and removin the-cap E, the gaskets xhayibe -inspected or "rei'ievve'd' f without "interfering with any ofthe pipetonnecti'onsf The blowoff thrbugh' the jet outlet is readily con troll able by adjustment and if any st0ppage occurs the difficultyban "be "easily-investi'gated and repaired by unscrewing the 'cap =E'. There isno wast e'of'steain'hl'ovving ofl through-the bleeder orifices jy except i in that of the'on'e valvefat' the rearend of the "train; since in all of the-ttlmrsthe plunger, by being closed 'againstfthe'seat 'z', shutsolf these outlets. F o1 an end valve thehose nipplemaybe "screwed dir etlv'to the valve shell'tvithout re uiring intervening "skew elbows feature 'nev'v'w'ith e-11d "valves" of the plunger-types" Y The inventiomis notflimite'd to ute pre- 'ci'se con's'trutiofi and "I'hOd "or operation est forth, it being obvious that the construction may be varied-fin details and iii the airrarfgement of parts vv'ithout-depafting rbin those features Whicharehssefitial to the invention.

1. A train-pipe valveof thtype' comprising' shellhaving' a-iseatiahd strain-pipe connectitn; and lunger movable in the shell to close-against the" s'e'at' and" aplmger o erating steinet ri htangies'to the train pipe connection; chafa'etenzewin that the plunger-is mounted to move "out "of line'vvith thetrain ipg and the*she11'='in addition-to its eonnctiqn with the train pipe ha's an o eningthrough whieh fihe lunger'imaybe remtved endw'vi seywith aha "forel'oin'g such 0p (mm-g, whereby-access is hank-to the plung r Without tlisturbing the" p'ip'e eerineetionsg 2; A valve accord'i'hgto claim 11', wherein 3. A valve according to claim 1, wherein seat, characterized in that the shell has opposite seats, the one communicating with the hose outlet and the other for closing a drip outlet, a cap for closing the shell, formed with such drip outlet, and the plunger adapted at its opposite ends to close against said seats in its opposite positions respectively.

6. A train-pipe valve according to claim 5, having the seat for the drip outlet formed on the cap.

7. A train-pipe valve according to claim 4:,

having an adjusting screw for varying the.

drip outlet.

8. A train pipe valve comprising a shell having an openin therein, and a plunger movable in the she I and removable through said opening, a cap closing said opening, said cap having a drip outlet and an adjusting screw for varying the size of the outlet.

9. A train pipe valve comprising a shell having a seat and a plunger chamber with an opening therein, an outlet passage beyond said seat, a closed cap engagingsaid opening in the shell and having a second seat, a. plunger movable in the shell and carrying valves cooperating with both said seats, the shell and cap havin guide recesses, and guiding stems carried cooperating with said recesses.

by the plunger and 10. A train pipevalve comprising a shell formed with a drip outlet, an adjusting screwfor varying such outlet-and extending exteriorly beyond the shell, and a closed cap engaging the protruding end of the adjust ing screw and also acting as a lock nut so as to both retain and protect the screw.

11. A train pipe valve of the type comprising a shell having a seat, and a plunger movable in the shell to close against the seat, characterized in that the shell has opposite seats, one communicating with a hose outlet and the other for closing a drip outlet.

12. A train pipe valve comprising a shell having a plunger movable therein and an.

opening through which said plunger is removable, of a seat formed in the shell, a removable cap engaging said opening and provided with a second seat, and valves 011 said plunger acting alternately to engage said seats.

In wltness whereof, I have hereunto signed my name.-

EDWARD E. GOLD. Witnesses:

H. O. P01LL0N, A. G. WELSH.

Copies of this patent may be obtained for five cents each, by addressing the "Commissioner of Iatonts,

Washington, D. 0. 

